Carburetor and inlet manifolds for internal combustion engines



Aug. 27, 1968 J. A. BASCLE, JR

CARBURETOR AND INLET MANIFOLDS FOR INTERNAL COMBUSTION ENGINES 5Sheets-Sheet 1 Filed Oct. 10, 196

INVENTOR. Joseph A. Boscle ln ATTORNEYS,

Aug. 27, 1968 J. A. BASCLE, JR

CARBURETOR AND INLET MANIFOLDS FOR INTERNAL COMBUSTION ENGINES 5Sheets-Sheet 2 Filed Oct. 10, 1967 v wmu JNVENTOR. Joseph A. Buscle,Jr.

ATTORNEYS 7, 1968 J. A. BASCLE, JR 3,398,938

CARBURETOR AND INLET MANIFOLDS FOR INTERNAL COMBUSTION ENGINES FiledOct. 10, 1967 5 Sheets-Sheet 5 INVENTOR. Joseph A. Boscle,Jz

ATTORNEYS United States Patent 3,398,938 CARBURETOR AND INLET MANIFOLDSFOR INTERNAL COMBUSTION ENGINES Joseph A. Bascle, Jr., Baton Rouge, La.,assignor to Associated Consultants, Inc., Baton Rouge, La., acorporation of Louisiana Continuation-impart of application Ser. No.610,425,

Jan. 19, 1967. This application Oct. 10, 1967, Ser.

9 Claims. (Cl. 261-46) ABSTRACT OF THE DISCLOSURE The disclosure hereinshows one for-m of the invention embodying a conventional manifold of aninternal combustion engine on which is superimposed an additionalmanifold with a duplex carburetor valve arrangement whereby on openingthe throttle valve, both duplex valves will be automatically moved underengine suction conditions to first open a high-velocity restrictedfuel-air supply to the additional manifold to subserve initial fuelairrequirements of an idling or slow speed engine: A second valve from theduplex arrangement being subsequently opened to open a secondary airchannel to the conventional manifold for the supply of additional air tobalance the mixture for medium and high-speed engine operation.

The present invention relates to Carburetor and Inlet Manifolds forInternal Combustion Engines, and the application is acontinuation-in-part of my prior application similarly entitle-d, Ser.No. 610,425, filed Jan. 19, 1967, now abandoned.

The main object of the invention is to obtain desired pressure-sensitivereactions through an arrangement of valve means to provide improvedinduction principles when applied to carburetors and manifolds forinternal combustion engines.

A further object of the invention is to provide cooperative springattachments for said valves to progressively open and/or close suchvalves under pressure differences created by movement of the throttleair-valve as opposed to the vacuum created by piston-type engines.

A further object of the invention is to provide an initial and limitedoperation of one valve to introduce air and fuel mixtures through arestricted, high-velocity distributing manifold independently of themain or conventional inlet manifold. This unique operational feature isdesigned to accommodate those engine requirements from idling throughmedium-speed ranges.

A further object of the invention is to provide a sequential movement ofa companion second valve to complement the action of the first valve byintroducing additional air through an enlarged or conventional inletmanifold; thereby to supply the maximum air requirements of the enginefrom medium through high-speed operations.

The invention has for a further object certain improvements over myprior Patent 2,828,116, granted March 25, 195 8, entitled PressureCarburetors.

With the foregoing and other objects in view, the invention will be morefully described hereinafter and will be more particularly pointed out inthe claims appended hereto.

In the drawings, wherein like symbols refer to like or correspondingparts throughout the several views:

FIGURE 1 is a longitudinal view through a carburetor constructed inaccordance with present invention showing the closed condition thereof.

FIGURE 2 is also a longitudinal sectional view show- "ice ing thethrottle partially open and the valve for the primary channel alsopartially open.

FIGURE 3 is also a similar view showing the throttle in the wide openposition and the valves in similar wide open positions opening bothprimary and secondary channels for maximum air and air-fuel supply tothe manifolds of the engine.

FIGURE 4 is a rear end view of the carburetor, a conventional manifoldand the distributing system including :an additional manifold accordingto the present invention.

FIGURE 5 is a logitudinal sectional view of a modified form ofcarburetor taken on the line 55 in FIG- URE 4 looking in the directionof the arrows, and illustrating the connection of the distributing tubesof the additional manifold to the conventional manifold.

Referring more particularly to the drawings, 10 designates a maincarburetor body having a conventional air intake 11 controlled by thecustomary throttle valve 12.

The removable front cover 13 of the throttle casing supports on itsinner side an abutment block 14 having an inner flat surface serving asa valve seat 15. Opening through the inner flat face of the :abutmentblock is a threaded socket 16 for receiving the threaded forward end ofan air tube 17. Any other connection may be made between the tube 17 andthe abutment block.

The rear end of the tube 17 is fitted into and sup ported by a channelwall 18 made in an internal projection 19 of the main carburetor body.In this channel 18 is also included a venturi block 20 supplied withfuel through a fuel tube 21 from a customary source. The discharge endof the tube 21 will be preferably at the area of greatest restriction ofthe venturi tube at which occurs the greatest air velocity. The venturitube delivers to cross bores 22 of the carburetor body as shown moreparticularly in FIGURE 4. These cross bores deliver the air-fuel mixturethrough bosses 23 to distributing tubes 24 and branch tubes 25delivering to discharge tubes 46 in the conventional inlet manifold 26.The parts 22, 23, 24, 25, and 46 constitute the restricted high velocitydistributing manifold.

An annular series of ports or slots 27 is made through a forward portionof the air tube 17. These slots 27 extend lengthwise of the tube 17 atleast rearwardly of the valve surface 15 of the block 14. A valve disk28 carried at the forward end of a tubular slide valve 29 fittedslidably over the air tube 17 has a limited movement axially of the tubeas indicated by the clearance 30 between the rear end of the tubularslide valve 29 and the internal projection 19.

A piston valve ring 31 is fitted to slide in a cylindrical recess 32 ofthe carburetor body oriented to forward and backward reciprocatingmotion and having inner portions thereof overlapping outer edge portionsof the valve disk 28, it being seen particularly from FIGURE 1 that thediameter of the valve disk 28 exceeds that of the block 14 so that thereis an exposed forward outer circular portion of the disk which is at alltimes subject to throttle valve pressure when that valve is open to anyextent.

V-shaped grooves 54 are provided between the block 14 and primary valve28 at outer edge portions to facilitate the entrance or thrust of airbetween said members. To further assist the movement of the primaryvalve 28 away from the block 14 one or more coil or other springs 55housed under compression in sockets in the block bear against the outerface of valve 28.

The piston valve ring 31 is affixed at its rearward end to a cylindricalbearing sleeve 33 slidably mounted in a cylindrical section 34 of thecarburetor body. If desired, suitable sealing rings may be providedbetween the peripheral edge of the piston valve ring 31 (also calledsecondary valve) and the inner wall of the cylindrical recess 32. One ormore bores 53 may be made in the carburetor body setting up freecommunication between the recess 32 and the secondary air channel 35 forthe purpose of avoiding air accumulation and entrapment back of thepiston valve ring 31, and to establish negative pressure on the rearface of piston valve ring 31.

Pursuant to the foregoing, a primary air-fuel channel is provided inwhich atmospheric air under control of the throttle valve is receivedand under control of the valve disk 28 and the tubular slide valve 29 isadmitted through the slots 27 to the interior of the air tube 27, thencethrough the venturi block 20, picking up fuel therefrom and finally fromthe cross bores 22 to the distributing tubes 24 and 25 and the dischargeends 46 into the conventional manifold 26.

The carburetor also provides a secondary channel 35 for air incomingthrough the throttle valve, as shown in FIGURE 3, through the forwardopen end of the cylindrical bearing sleeve 33 when the secondary valve31 is in the open position and thence down the secondary channel 35 alsofor delivery to the conventional manifold and engine.

A spring or other return means is provided for closing both primaryvalve 28 and secondary valve 31, which means is best seen in FIGURES 2and 3 and comprises a coil spring 50 having one end seated against theoutside face of the cover plate 13 and the other end engaging a crossbar 49 attached to rods 47 slidably mounted through guides or bosses 48on the plate 13 and held in adjustable position thereon by nuts 51threaded on outer ends of the rods to adjust the tension of the spring50. The inner ends of the rods are affixed to the piston valve ring 31.

In operation, FIGURE 1 shows the normal position of the parts with theengine out of operation. In this view the spring 50 has shifted thesecondary valve 31 to the extreme right hand position, entrainingtherewith the primary valve 28 with which it is overlapped to a closedposition against the valve face 15 of the block 14. In this conditionboth valves 28 and 31 are closed, and no access may be had to eitherchannel 170 or channel 35. In FIGURE 1 the throttle valve 12 is shown inclosed position.

In FIGURE 2 the throttle valve 12 is shown as slightly opened, it beingunderstood that the ignition has just been turned on and the engine isunder idling conditions establishing a suction in the conventionalmanifold 26. This suction will result in throttle pressure on the righthand faces of both primary and secondary valves 28 and 31, causing thesame to move to the left as shown in FIGURE 2. This first movementresults in an opening of the primary valve 28 uncovering the ports 27 toincoming air under throttle. control. This air passes through thediametrically restricted channel 17a, draws fuel from the fuel inductiontube 21, passes through cross bores 22 and to the primary or smallermanifold consisting of the distributing tubes 24, branch tubes 25, andthe nozzles 46, which as shown in FIGURES 4 and project into theconventional manifold 26 and supply the airfuel mixture essential tocombustion and to the continued operation of the engine.

In the condition of FIGURE 2, the primary valve 28 and the secondaryvalve 31 are still closed together so that the entrance to the largerdiameter air channel 35 is still closed off and no additional air isthus permitted at this juncture to the conventional manifold 26 or tothe combustion chambers of the engine.

During this first opening movement, as represented in FIGURE 2, theclosing or biasing spring 50 has been at least slightly compressed.

Referring to FIGURE 3, the throttle valve 12 has been shown as moved tofull open position. The left end of tube 29 having already abutted atits left end against internal projection 19, the primary valve 28 hasbeen arrested in movement. The combined greately increased suction inthe engine and conventional manifold together with the positive pressureof incoming air through the throttle connection impinging against theright hand face of secondary valve 31 now causes that valve to movefurther over to the left, leaving the now immovable primary valve 28still in the position of FIGURE 2 while opening the mouth of the airchannel 35 between the primary and secondary valves 28 and 31. ThisFIGURE 3 shows substantially the high-speed running position of thevalves. In this position larger quantities of atmospheric air admittedthrough the throttle 12 are supplied to the conventional manifold 26,while maximum quantities of air-fuel are supplied through channel 17aand through the primary or smaller manifold 24, 25 as shown in FIGURES 4and 5.

If engine's speed is reduced by partial closing of the throttle valve12, the spring 50 will gradually reassert itself and shift the secondaryvalve 31 back toward the right so that when the throttle 12 is finallyclosed, the spring 50 will move the secondary valve 31 to the rightuntil it picks up the primary valve 28 and thereupon the two valves soentrained will be shifted back to the primary position shown in FIGURE1, in which position both valves are closed and all access of air toeither chan nel is shut OE and the engine is stopped in action. Thiscondition remains until the engine is again activated.

Similar considerations apply to the form of invention shown in FIGURE 5in which the diaphragm 31a has supplanted the piston 31.

The springs 55 will, of course, be weaker than the main spring 50 sothat the main spring 50 will exert superior force to close both primaryand secondary valves when the throttle 12 is closed, as shown in FIGURE1.

With the engine out of operation, the parts are in the positions ofFIGURE 1. When the engine is started and the throttle valve opened, thesecondary valve 31 will move to the left from the closed position fromFIGURE 1, proportionately compressing the spring 50, as shown in FIGURES2 and 3, and thus closing the bias from the primary valves 28, freeingthe primary valve 28 to the opening action of its auxiliary springs 55(FIGURES 2 and 3).

In FIGURE 1 the stronger spring 50 has over-ridden the weaker springs55, closing both valves 28 and 31, a condition occurring in closing orsubstantial closing of the throttle 12.

When the throttle is moved from the position of FIG- URE 1 to theposition of FIGURE 2, the main spring 50 will yield to the force of airpressure against the righthand or forward face of the secondary valve 31plus the vacuum pull of the idyling engine in the secondary channel 35,which has access, through passage 53, to the rear face of the secondaryvalve 31.

As a consequence the secondary valve 31 will move to the left orrearwardly, followed closely by the Primary valve 28 under the combinedinfluence of the springs 55 and the throttle pressure acting against theforward face of the disc 28. This movement of the two valves willcontinue until the primary valve 28 is arrested in movement by its stop30. Air is now being admitted to the high speed air-fuel channel 17a.

Under sustained or increased throttle pressure, the secondary valve 31will then move rearwardly away from the primary valve 28 and open thevalve port between the two valves, as shown in FIGURE 3, whereuponadditional volumes of air are admitted to the larger secondary airchannel 35 and to the conventional manifold of the engine. As shown inFIGURE 5, the supply of air through the secondary channel 35 moves pastjets 46 from the high speed air-fuel channel just before passing intothe engine.

The main spring 50 will be selected as of sufficient strength to moveboth valves 28 and 31 to closed positions, and in so doing to contractsupplement springs 55.

Although I have disclosed herein the best form of the invention known tome at this time, I reserve the right to all such modifications andchanges as may come Within the scope of the following claims.

I claim:

1. For use with an intake manifold of an internal combustion engine, acarburetor comprising:

(a) a body having a primary high-velocity cross-secti-onally restrictedair-fuel channel and a secondary larger-diameter air channel, both incommunication separately with the manifold,

(b) separate primary and secondary valves biased to closed positions andpositioned for controlling entrance of air under throttle regulationrespectively to the primary and secondary channels,

(c) both said valves entrained to move together in opening and closingmovements,

(d) said valves separable to open the mouth of the secondary channelwhen the primary valve is arrested in opening movement,

(e) means for so arresting the movement of the primary valve whileallowing the continuation of movement of the secondary valve to open thesecondary channel, and

(f) means for supplying fuel to the air fuel channel.

2. A carburetor as claimed in claim 1 in which (g) said valves areoverlapped with the forward face of the secondary valve lapping the rearface of the primary valve, and

(h) the bias load is applied to the secondary valve to maintain thevalves together on opening movement until the primary valve is arrestedin movement whereupon the suction on the rear side and the throttle airpressure on the forward side of the secondary valve will promptly movethe latter valve rearwardly away from the arrested primary valve to openthe secondary channel and in doing so overrides the bias load. 3. Acarburetor as claimed in claim 1 further compris- (g) a ported tubeextending through at least a part of the secondary channel and formingat least a part of the primary high-velocity channel,

(h) a sleeve slidable axially over the ported tube for openingcommunication between the throttle-controlled air supply and theinterior of the tube, and

(i) a disc head affixed to the tube and forming with the tube theprimary valve.

4. A carburetor as claimed in claim 3 further comprising (j) an abutmentembodied in the carburetor body in the path of the rear end of its tubeacting as the means for arresting the movement of the primary valve. 5.A carburetor as claimed in claim 1 further comprismg (g) a block in thecarburetor body positioned forwardly of the primary valve affording aseat against which the primary valve closes,

(h) said primary valve having a part extending beyond the confines ofthe block and exposed to throttle inlet pressure tending to open theprimary valve and becoming kinetic when closing restraint and bias isremoved from said primary valve,

(i) and yieldable means for forcibly initiating the opening movement ofthe primary valve from its closed position when the secondary valvemoves inwardly.

6. A carburetor as claimed in claim 1 in which said secondary valvecomprises (g) a cylinder in the carburetor body,

(h) said secondary valve being in the form of a plunger ring mounted toreciprocate in the cylinder having its front face exposed to throttlepressure and adapted to close against the primary valve closing theentrance to the secondary air channel, and

(i) means for setting up open communication between the rear portion ofthe cylinder and the negative pressure of the engine manifold.

7. A carburetor as claimed in claim 1 in which the biasing constructioncomprises (g) a spring load, and

(h) means for applying the load to the secondary valve.

8. A carburetor as claimed in claim 7 further compris- (i) means foradjusting the load.

9. A carburetor as claimed in claim 1 further compris- (g) asupplemental manifold connected at its upstream end to the restrictedair-fuel channel and at its downstream end to the first-named manifold.

References Cited UNITED STATES PATENTS 1,394,536 10/1921 Chase 261461,935,801 11/1933 Koehly 261-46 2,357,673 9/ 1944 Lee 261-46 2,789,8014/1957 Durbin 261-46 2,828,116 3/ 1958 Bascle.

HARRY B. THORNTON, Primary Examiner.

TIM R. MILES, Assistant Examiner.

